Ramp



F. s THAYER.

' RAMP.

APPLICATION FILED MAY 13, 1920.

Patented I Feb. 22

5] viva ntoz Fran/r 5 T/zayer MW a Romney UNITED STATES PATENT OFFICE.

FRANK S. THAYER, 0F SPOKANE, WASHINGTON, ASSIGNOR TO THAYER A'O'TOMATIC TRAIN AND SIGNAL CONTROL COMPANY, OF SPOKANE, WASHINGTON.

RAMP.

Specification of Letters Patent.

Patented Feb. '22, 1921.

Application filed May 13, 1920. Serial No. 381,038.

To all whom it may concern Be it known that I, FRANK S. THAYER, a citizen of the United States, residing at Spokane, in Spokane county and State of lVashington, have invented certain new and useful Improvements in Ramps, of which the following is a specification.

The present invention relates to an improved construction of ramps for utilization in track side equipment and installations of electric railway train control systems, designed for co-action with a contact device carried by the passing railroad train or locomotive, and in this'particular instance the ramps are included in normally open electric circuits. The ramps are located at predetermined intervals along .the side of the railroad track in the path of the contact device carried by the train, and each ramp or unit includes a depressible member actuated by the frictional contact from the. shoe of a contact device carried on the train whereby an electric circuit is closed, through an electric switch forming part of the ramp device, thus controlling the track circuit of the train system, as set forth in a contemporary application for patent filed by me. While the invention is especially designed for closing automatic safety-device circuits in the system in vented by me, it will be understood that the ramp may be installed as part of other systems for performing the same function as inthe equipment above referred to.

With the above ends in view the invention contemplates certain novel combinations and arrangements of parts as will be hereinafter more fully set forth and claimed.

Figure 1 is a view in side elevation of aramp rail according to the present invention, parts being broken away in the interest of clearness.

Fig. 2 is a top plan view of aramp rail according to the invention, lparts also herein being broken away and ot pur oses of illustration.

1g. 3 is a transverse sectional view at line 3-3 of Fig. l.

' Fig. 4 is a transverse sectional view at line 4-4:.OffFig. 1. H i

In the practical application of the invention' in its physical embodiment the ramp rails are spaced within signal blocks at preers omitted for determined points, along the railroad track 1, preferably at the outside of the track and in the path of movement of the contact dev ce referred to in my co-pending applica-' tlon for patent as carried by the train or its locomotive tender.

Upon the ends of the ties 2 of the track, a metallic housing 3 is attached by end flanges 4 through which bolts or spikes 5 are passed and enter the ties to firmly hold the ramp in place, and brackets 6 are interposed between the rail and ramp and secured thereto by bolts 7 to prevent lateral displacement of the ramp device.

As shown in the drawings the housing is of rectangular form with an open top, side walls and end walls and the side walls are enlarged to form cylindrical sockets 8 in The ramp rail'10 is of metal and fash ioned as an elongated plate disposed hori zontally at the side of the track rail and elevated slightly above the head of the track rail, the two ends of the ramp rail being bent or downwardly curved as at 11,11 to receive the contact device of a passing train, which device rides from end to end of the ramp rail, andmay pass thereover in either direction. v

The ramp rail is supported on the springs 8 which are illustrated as eight in number and arranged in transversely disposed pairs, in order that the rail may be resiliently supported and may be de ressed by passage thereover of the contact device of the passing train. The flat top plate forming the ramprail is fashioned with a longitudinally extending, centrally located web 12 which forms the blade for an electric switch, and the rail is retained against excessive upward movement due to the tension of the springs 9, by the utilization of end bolts 13, one at each end of the ramp rail. These bolts are fixed to the ramp rail and pass through openings in horizontal .end flanges 14 of the housing, the locknuts 15 being utilized to engage under the flanges and limit the upward movementof the ramp rail within its prescribed limits.

In cross section, as seen in Figs. 3 and 4,

the ramp rail is in the form of a T with the head or ramp plate disposed above the top of the open housing and the springs which support the plate car up against the plate near its lateral edges. To protect the interior of the housing and the operative parts therein, a pair of lateral shields l6, 16 are attached at the underside ot the ramp rail and overhang the edges oi the housing in such manner as to prevent entrance of rain 01' snow, and also to prevent entrance oi? dustor other extraneous matters to the in terior of the housing.

Under normal conditions the ramp rail is held elevated by the springs and the circuit of which the ramp rail terms a part broken or open, the circuit being" closed onl v when the ramp rail is depressed by contact from a passing contact device carried by a train or locomotive. The web 12 terms a switch blade and is provided with three sets of contact members utilizing insulation plates 11 of suitable material disposed at opposite sides ot the blade at the lower edge thereof, and above the insulation plates 17 are arranged lateral contact plates 18 all firmly attached to the blade. lhese switch members are carried by the deprcssible blade. and under normal conditions the plates of insulation are in contact with complementary metallic spring fingers 19 forming the other contact members oi the switches of which there are we illustrated in the drawings and are adaptez'l to close circuits for automatic safety devices in the train control system.

The two end switch members or conta t plates 19, 19 are supported "from base blocks 20 by means of bolts :21 passing through the bottom of the housing and se 'ured by nuts 2:2, these parts being" insulated from the housing, and the bolts 20 are connected or joined by a conductor in order to form a positive bond between these switch members in order that circuit may be made even though, through accident. ono of these end switches should be out of commission. Thus the terminals 2 and it of the two end switch members are connected by the wire and the condutcor wire 26 leads to an opcrative part of the control system.

The intermediate switch meinljiers on. the blade contact rith the spring lingers 19 and in Fig. 3 it will be seen that these contact members have terminals 2'? and Q8 of wires leading to electrically operated devices within the circuit including this intermediate switch.

From the above description taken in connection with my drawings it will be apparent that when the ramp rail is in. elevated or normal position the connection at the three switch members is broken and the circuits in which they are includec. are open.

Now when the ontact member on a 1 assiuc' train rides up the bent end ot the ramp rail the rail is depressed, showing the insulated parts 17 on the blade past-the sprin lingels in order that the Hitl'nllitl conta 't plates may jtrictionall v en gze the spring or resilient switch lingers 9 and 19 making an electrical connection between the several switch members and closing the electric circuits to produce the required results.

Having" thus fully described my invention what I claim as new and desire to secure by Letters Patent is l. The combination with the open top housing; and a resiliently supported depressible ramp rail, a central, web on the rail forming; a switch blade. iixed contact members in the housing members, insulated members on the blade normally engaging the contact members and electric contact members above said insulated members on the blade adapted to close an electric circuit with the iiXGd contact members when the rail is depressed.

2. The combination with a housing having}; an open top and end flanges, of a ramp rail resiliently supported over the housing, bolts on the rail passed through openings in said flanges and nuts on the bolts to limit the upward movement of the rail, and coacting contact members on the rail and housing adapted to close an electric circuit when. the rail is depressed.

The combination with a housing havplurality ot sockets and a, ramp rail housing, of" springs in the sockets ntl" supporting the ramp rail, means the upward movement of the amp rail and means for limiting the downard nmvement of the ramp rail.

The combination with an open top housing having; a plurality of sockets in its side walls and guide qrooves in its end walls, of a T-shaped ramp rail resiliently supported above the housing and having a web tormin z a blade with its ends guided in the grooves 01'': the end walls, and electric contact members on the blade and housing; forming an open switch adapted to be losed when the ramp rail is depressed.

5. The combination with an open top housing of a depressible, resilie tlv supported ramp rail and switch members on said rail and in said housing forming :1. normally open circuit. end tlanp es on the housing'pertorated to receive guide bolts, guide bolts on the rail passed through said flanges and nuts on the bolts toprevcnt excessive upward movement of the rail. and said rail provided with downwardly bent ends beyond the flanges oi the housing.

6. The combination with an open top housing having a plurality of sockets, of a T-shaped ramp rail and springs in said sockets to resiliently support the rail, a central longitudinal web on the rail guided in end grooves in the housing, perforated end flanges at the top of the housing, bolts in the rail passed through said flanges and nuts on the bolts beneath the flanges, said rail having downwardly bent end extensions beyond the housing flanges, fixed resilient contact members in the housing, and complementary switch members on said web for the purpose 10 described.

In testimony whereof I aflix my signature.

FRANK S. THAYER. 

